02 - N63 Engine - WB PDF

Table of Contents
N63 Engine Workbook

Subject Page
New BMW 8-Cylinder Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Engine Output Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Engine Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Engine Identification and Serial Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Engine Technical Data N62TU vs. N63 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Overview of Engine Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
N63 Engine Mechanical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

Engine Housing Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Oil Pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Cylinder Head Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Engine Internal Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Timing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Camshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Infinitely Variable Double VANOS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Advantage of volumetric flow-controlled oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Functional principle of volumetric flow-controlled oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Pressure Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Oil Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Oil Spray Nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Oil spray nozzles for piston crown cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Initial Print Date: 04/08 Revision Date:

Table of Contents
Subject Page
Oil spray nozzles for timing chain lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Chain Tensioner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Non-return Valves in Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Crankcase Ventilation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Crankcase breather, naturally-aspirated engine operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Crankcase breather, turbocharged operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Oil Separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Belt Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
MSD85 Engine Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54

Engine Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Oxygen Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Electric Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Air Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58

Air Intake and Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Air Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Exhaust Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Principle of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Bi-turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Boost Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Blow-off Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Charge Air Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Load Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Controlled Variables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Limp-home Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
Table of Contents
Subject Page
Fuel Supply and Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
High-precision Injection (HPI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
Design and function of high pressure pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67
Hydraulics diagram of fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
Fuel Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Injector Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Injection Strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Operating Mode: Catalytic-converter Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Injector control and adaptation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Injector adaptation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
HPI Limp-home mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
HPI System Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Fuel System Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Performance Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74

Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Engine Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
Auxiliary coolant pump for turbocharger cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
System Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Charge Air Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
Intercoolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Electric Coolant Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
4
N63 Engine Workbook
N63 Engine
Model: All with N63 Engine
Production: From Start of Production (2008)
After completion of this module you will be able to:
• Understand engine changes on the N63 as compared to the N62TU
• Understand basic engine assembly and disassembly procedures.
• Understand basic engine service issues
Note: This workbook is intended for classroom instruction only. It is not meant to replace currently
available repair instructions. Always refer to the most current version of repair instructions,
technical data and torque specifications. Refer to the latest version of TIS.
New BMW 8-Cylinder Technology
As the successor to the N62 engine, the N63 was developed
based on the principles of "Efficient Dynamics". Efficient
Dynamics combines driving enjoyment with efficiency which, in a
new engine, is expressed in increased power output together with
reduced fuel consumption.
One of the ways of achieving this objective is through downsizing.
This means the same power output is achieved with reduced
engine displacement or higher power output at the same engine
displacement.
Both objectives apply to the N63 engine. Compared to the N62
engine, the power output has been boosted while decreasing the
engine displacement.
In comparison, the N62TU has a displacement of 4.8 liters,

while the new N63 engine displaces only 4.4 liters.
This is primarily achieved by technologies that already gave the
N54 engine its legendary dynamics and outstanding efficiency:
Bi-turbocharging in connection with high precision injection.
The N63 is the first engine world-wide to feature an optimized
package, involving the integration of the turbocharger and the
main near-engine catalytic converters in the “v-space”.
With the aim of achieving the demanding performance objectives
in connection with optimum package and weight, the exhaust
turbochargers and the catalytic converters have been placed in
the v-space between the cylinder banks resulting in the intake and
exhaust ports changing places.
With short pipe lengths and larger cross sections, this arrange-
ment minimizes the pressure losses on the intake and exhaust
side.
N63 Engine Workbook
5
6
N63 Engine Workbook
Engine Output Chart

Compared to it’s predecessor, the N62TU, the new N63 engine is characterized by distinctly higher output. It has an impressive torque
curve which not only peaks earlier (at 1750 RPM), but is also very “flat” which is a characteristic of BMW turbocharged engines.
Nm kW
Engine Designations
Officially, the engine designation for the new BMW N63 engine is
N63B44O0. The designation is broken down in the following:
300 kW @ 5500 1/min 300
Index Explanation
270 kW
280
@ 6300 1/min N BMW Group “New Generation” engine
260 6 8-cylinder engine
240
3 Gasoline, direct-injection
B Gasoline engine
220
44 4.4 liter displacement
200
O Upper output stage
180 0 New development
160
600 Nm Engine Identification and Serial Number
@ 1750 1/min
600 140 The engine ID and sequential serial number are located on the
passenger side of the engine behind the AC compressor mounting
560 120 at the front of the crankcase.
520 100
490 Nm @ 3400 1/min
480 80
440 60
400 40
360 20
0
0 1000 2000 3000 4000 5000 6000 7000
1/min
TO07-1804
N63B44O0 N62B48O1
Engine Technical Data N62TU vs. N63
Description Units of Measurement N62B48O1 N63B44O0
Engine type V-8 V-8
Displacement (cm3) 4799 4395
Firing order 1-5-4-8-6-3-7-2 1-5-4-8-6-3-7-2
Stroke mm 88.3 88.3
Bore mm 93 89
Power output @ rpm hp @ rpm 360 @ 6300 400 @ 5500 to 6400
Torque @ rpm Nm @ rpm 490 @ 3400 600 @ 1750 - 4500
Maximum engine speed rpm 6500 6500
Power output per liter kw (hp) 56.26 (75) 68.26 (90)
Compression ratio 10.5 : 1 10.0 : 1
Cylinder spacing mm 98 98
Valves/cylinder 4 4
Intake valve mm 35.0 33.0
Exhaust valve mm 29.0 29.0
Main bearing journal diameter mm 70 65
Connecting rod journal diameter mm 54 54
Fuel specification (Octane) (RON) 98 98
Engine management ME 9.2.2 MSD85
Emission standard ULEV II ULEV II
N63 Engine Workbook
7
8
N63 Engine Workbook
Overview of Engine Changes

The latest generation of BMW V-8 engines differs from past designs in several areas. Although all of these engines have been derived
from the M60 engine from 1993, the N63 engine design is a departure from the original design.
The following chart will point out some of the differences where the N63 is unique and distinct. The information found below outlines the
new engine technology as compared to previously known systems. The features are organized by engine system and are divided into the
following categories:
• New Development - this is a system or component which has never been used previously on a BMW engine.
• New Design - this is a system or component which has been specifically developed for the N63 engine, but does not represent
a technical innovation.
• Technology carried over from N54 - This represents technology already known from the N54 engine and adapted to the N63.
carried over from N54

New Development
New Design
Technology
Component/System Remarks
Engine casing components include the cylinder head, cylin-

Engine casing components X
der head cover, crankcase, oil pan.
Crankshaft drive system includes the crankshaft which has

Crankshaft drive system X
reduced weight, while maintaining sufficient strength.
The N63 engine uses VANOS, which is carried over from

Valve gear X N52.
(No VALVETRONIC is used)
Timing gear X A new tooth-roller chain is used in the timing gear.

carried over from N54
New Development
New Design
Technology
Component/System Remarks
The belt drive uses the ELAST drive belt, but is characterized
Belt drive X
by a new tensioning system for the AC compressor.
A volumetrically controlled oil pump is used for the N63

Oil supply X
engine.
In addition to a conventional coolant pump, the N63 engine
uses an auxiliary electric cooling pump for cooling of the
Cooling system X turbochargers. There is also an additional cooling circuit for
the water-cooled intercoolers with it’s own electric coolant
pump and heat exchangers.
Due to the arrangement if the turbochargers in the “v-space”

Air intake and exhaust systems X and the indirect charge air cooling, the intake and exhaust
systems are completely re-configured.
A bi-turbocharging system has been carried over from the

Turbocharging X
N54 engine.
A two-stage vacuum pump similar to that used on the

Vacuum system X
N62TU engine.
The HPI injection system from the N54 engine has been
Fuel system X
adapted to the V-8 (N63).
The engine management system features a new ECM and

Engine electrical system X
there are new oxygen sensors (LSU ADP).
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N63 Engine Workbook
N63 Engine Mechanical

Engine Housing Components
Crankcase
The crankcase of the N63 engine is a new design based on the closed-deck principle with lower-set side walls. It is made of an aluminum
alloy (Alusil) with honed cylinder liners. Similar to the N62 engine, a double main bearing bolting with additional side wall mounting is
used. There is now no coolant reservoir in this area due to the new arrangement of the turbochargers in the V-space.
Oil Pan
The 2-piece aluminum oil pan accommodates the oil filter housing and the front differential on all wheel drive vehicles. It is also important
to note that the engine oil dipstick has been eliminated as on the New Generation 6-cylinder engines. Oil level monitoring is now carried
out electronically as in those models.
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N63 Engine Workbook
Cylinder Head Covers

The cylinder head covers are made from aluminum alloy. There are
accommodations for the the ignition coils, camshaft sensors and
the mounting for the high pressure fuel pump.
The intake port features a trailing edge for creating more intensive
charge movement. The fuel injectors and spark plugs are arranged
transversely adjacent to each other in the center of the combustion
chamber roof.
There is now only one non-return valve for the oil circuit integrated
in the cylinder head. The two non-return valves that were used for
VANOS are now integrated in the VANOS units.
Cyclone separators are contained within the cylinder head covers

as removable plastic components. There are no crankcase
ventilation valves on the N63 engine, but there are externally
mounted check valves similar to the N54.
Cylinder Head
The most distinctive new feature on the cylinder head of the N63
engine is the inverse arrangement of the intake and exhaust ports.
At the same time, optimized cross flow through the coolant jacket
from the intake to exhaust side has been achieved.
Engine Internal Components Timing Gear
A newly developed tooth-roller chain is used per cylinder bank to
drive the camshafts. This chain combines the advantages of a
Crankshaft
toothtype chain and a roller chain, i.e. high resistance to wear and
To reduce weight, the main bearing diameters of the crankshaft
low running noise.
have been reduced from 70 mm to 65 mm. The crankshaft is a
forged steel unit and contains an integrated sprocket for the oil The chain tensioners, tensioning and slide rails are common parts
pump. for both cylinder banks. The oil spray nozzles are integrated in the
chain tensioners.
The N63 engine is no longer locked at ignition TDC of the first
cylinder but rather at 150° before ignition TDC of the first cylinder.
To block off the engine, a special tool is placed on the torsional
vibration damper thus forming the reference for the plug mandrel to
the crankcase.
Lubrication System
The lubrication system utilizes the same volumetric flow-controlled
oil pump as seen on the six-cylinder N52/N54 engine. This type of
oil pump offers the same reduction in fuel consumption as on past
designs. The main difference on the N63 is that the oil pump is
chain driven off of the rear of the engine rather than the front as on
The oil pump on the N63 engine is driven by the crankshaft on the previous V-8 engines.
flywheel side. The sprocket is built directly into the crankshaft.
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N63 Engine Workbook
Camshafts The N63 engine has assembled camshafts of the type as used on
Recent advancements in engine technology have brought about the M73 engine. All components are shrink-fitted on to the shaft.
new camshaft designs. Most modern BMW engines use some
form of composite camshafts which are assembled from individual
components rather than machined from an solid cast iron blank.
This technology not only provides a reduction in manufacturing
costs, but also a considerable weight savings.
The illustration shows the different components of the camshafts.

The drive flange, the wrench flats and the flats for the special tool
are made from one single component. A three-point cam that
drives the high pressure pump of the fuel system is additionally
mounted on the exhaust camshafts. It is located after the first/fifth
cylinder.
Index Explanation Index Explanation
Another special feature of the N63 engine is that the exhaust
A Intake camshaft 4 Cam lobe
camshafts for cylinders 2, 4, 7 and 8 produce a different valve lift
B Exhaust camshaft 5 Output flange for vacuum pump curve than for cylinders 1, 3, 5 and 6. The exhaust valves of
1 Drive flange 6 Reference for camshaft sensor cylinders 2, 4, 7 and 8 open later, they have a shorter opening peri-
2 Flat for special tool 7 3-point lobe for high pressure pump od and a smaller valve lift for even smoother engine operation.
3 Shaft tube 8 Flats for wrench
Infinitely Variable Double VANOS
The charge cycle in the N63 engine is realized with four valves per
cylinder, which are driven by two overhead camshafts.
The engine timing can be variably influenced by means of the two
infinitely variable VANOS units.
The VANOS units used here have the following timing angles:
• Intake VANOS unit: 50° crankshaft angle
• Exhaust VANOS unit: 50° crankshaft angle
The VANOS units on the N63 engine differ from the VANOS units
on the N62 engine. The function is identical but some compo-
nents have been omitted and the VANOS unit has been optimized.
On the N63 engine, the individual vanes of the VANOS unit are no
longer individual parts but rather they have been further developed
to form an oscillating rotor (as on the N52 engine).
The torsion spring integrated in the N62 VANOS unit is now
designed as a coil spring accommodated on the front of the N63
VANOS unit protected by a plastic cover.

A Cylinders 2,4,7 and 8 4 Exhaust valve closes
B Cylinders 1,3,5 and 6 5 Exhaust valve opening period
1 Valve lift (mm) 6 Intake valve opens
2 Crankshaft angle (degrees) 7 Intake valve closes
3 Exhaust valve opens 8 Intake valve opening period
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N63 Engine Workbook
Lubrication System The difference is that the oil pressure does not act on the control
piston but rather directly on the slide. The oil pressure that acts on
In the same way as the 6-cylinder engines, the N63 engine is now the slide is tapped off downstream of the oil filter and cooler, i.e. the
equipped with a volumetric flow controlled oil pump. It is driven by pressure prevailing in the system.
the crankshaft on the flywheel side.
Advantage of volumetric flow-controlled oil pump
The oil pump is designed as a sliding-vane positive displacement
The oil pump uses a considerable proportion of the engine power
pump with a control system that also operates in the same way as
output. VANOS requires a large volume of oil for the purpose of
on the 6- cylinder engines.
adjusting the camshaft angle. On the other hand, VANOS requires
no oil flow for retaining the camshaft angle.
Consequently, the oil requirement depends on the extent of the
adjustment operations. Conventional oil pumps produce the oil
pressure necessary for the largest possible oil flow rate that can
occur in the engine. In many operating situations, this represents
unnecessary energy consumption through the oil pump and addi-
tional wear of the oil.
The volumetric flow-controlled oil pump delivers only as much oil
as is necessary under the respective engine operating conditions.
No surplus quantities of oil are delivered in low-load operating
ranges, thus reducing fuel consumption and oil wear and tear.
Functional principle of volumetric flow-controlled oil pump

The pump is designed as a sliding-vane positive displacement
pump. In delivery mode, the pump shaft is positioned off-center in
the housing and the vanes are displaced radially during rotation.
As a result, the vanes form chambers of differing volume. The oil is
drawn in as the volume increases and, conversely, expelled into the
oil channels as the volume decreases.
The oil pressure in the system (downstream of the oil filter and oil
1 Vane 6 Slide
cooler) acts on the slide against the force of a compression spring
2 Pump shaft 7 Oil chamber
in the control oil chamber. The slide element can rotate about a
3 Compression spring 8 Rotor
pivot pin.
4 Intake side 9 Pressure side
5 Sealing strip 10 Pivot pin
The pressure increases in the system when less oil is required by Oil Spray Nozzles
the lubricating system than the pump delivers. As a result, the Oil spray nozzles are used at points that cannot be reached by oil
pressure in the control chamber also increases thus turning the channels. On the N63 engine, these are the standard oil spray
slide so that the pump shaft is located more in the center of the nozzles for piston crown cooling and the oil spray nozzles for
slide, thus reducing the change in volume and therefore the deliv- lubricating the timing chain.
ered quantity.
Oil spray nozzles for piston crown cooling
If the oil required by the engine increases, for example, VANOS The N63 engine has four double oil spray nozzles for cooling the
control intervention, the pressure in the lubricating system drops piston crowns. Each oil spray nozzle cools an opposing pair of
and is therefore also reduced in the control oil chamber. cylinders.
The compression spring moves the slide such that the pump shaft A piston cooling valve is integrated in the oil spray nozzle.
is off-center, thus increasing the change in volume and therefore This valve ensures that the oil circuit is not drained via the oil spray
the delivered quantity. nozzles while the engine is not running.
Pressure Relief Valve Oil spray nozzles for timing chain lubrication
The pressure relief valve is integrated in the oil pump. Pressure The oil spray nozzles for lubricating the timing chains are integrated
upstream of the filter is applied to the valve which opens at a pres- in the chain tensioners of the two cylinder banks. They spray the
sure of approximately 18 bar. When opened, the valve allows engine oil directly on to the timing chains. A throttle in the oil spray
surplus oil to flow directly into the oil pan. nozzle limits the oil output.
Oil Filter Chain Tensioner
The N63 engine is equipped with the standard full flow oil filter. The N63 engine is equipped with one chain tensioner per cylinder
It is screwed into the oil pan from below. It also features an inte- bank. It is a hydraulic chain tensioner that acts on a tensioning rail.
grated filter bypass valve. The valve opens when the filter is dirty
and ensures that the lubrication points still receive engine oil (albeit Chain tensioners always act on the no-load side of the chain, i.e.
unfiltered). the slack side.
No drain valve is fitted due to its installation position. A drain plug in Non-return Valves in Cylinder Head
the oil filter cover makes it possible to drain the oil out of the filter Non-return valves that prevent the oil channels in the cylinder head
housing before the oil filter cover is opened. draining while the engine is not running are normally installed in the
cylinder head.
Oil Cooling
The oil is cooled via an oil-to-air heat exchanger. This separate oil There is only one non-return valve in the cylinder head of the N63
cooler is located to the right of the cooling module. A thermostat engine. The nonreturn valves for VANOS units are now directly
only allows the oil to flow through the oil cooler when a defined oil integrated in the solenoid valves.
temperature has been reached, thus ensuring the engine oil heats
up at a rapid rate.
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N63 Engine Workbook
Crankcase Ventilation System Index Explanation Index Explanation

A Overpressure 7 Oil sump
The crankcase breather on the N63 engine operates in accordance
with the same principle as on the N54 engine. In the case of the B Vacuum 8 Oil return channel
N63 engine, each cylinder bank has its own crankcase breather. C Exhaust gas 9 Exhaust turbocharger
D Oil 10 Clean air pipe
The crankcase ventilation on the N63 operates in two modes,
similar to the N54. One mode is for turbocharged operation and E Blow-by gasses 11 Line to clean air pipe
the other is for “naturally aspirated mode” which is usually under 1 Air cleaner 12 Check valve (non-return) to intake
deceleration. 2 Intake manifold 13 Throttle valve
3 Oil separator 14 Check valve to clean air pipe
4 Oil drain 15 Line to intake manifold
5 Ventilation duct 16 Pressure restrictor
6 Crankshaft cavity
Crankcase breather, naturally-aspirated engine operation

Because of its exhaust-gas turbocharging, in the same way as the
N54 engine, the N63 engine is equipped with a special crankcase
breather.
The standard function can only be utilized while there is a vacuum
in the intake manifold, i.e. in naturally-aspirated engine operation.
As soon as the pressure in the intake manifold is increased by
turbocharging, the blow-by gasses can no longer be introduced by
way of this route. A non-return valve is incorporated in the channel
to the intake manifold to prevent the risk of boost pressure being
introduced into the crankcase.
There is a risk, under conditions of high vacuum, that oil can be
drawn in through the crankcase breather into the intake manifold.
So, this area of the crankcase breather must be provided with a
pressure limiting facility.
Crankcase breather, turbocharged operation
In turbocharged mode, the pressure in the intake manifold increas-
es and thus closes the non-return valve. Because there is a vacu-
um in the clean-air pipe in this operating range, it opens the non-
return valve to the clean-air pipe and the blow-by gasses are direct-
ed via the turbocharger compressor and the intercooler into the
intake manifold.
Check Valves
This is realized in the N63 engine with a restrictor, which limits the Index Explanation Index Explanation
throughflow and thus also the pressure level in the crankcase
breather. As the illustration shows, ventilation takes place during A Cleaned blow-by gas 2 Intake manifold
naturally aspirated operation via an external line from the cylinder B

Ventilation, naturally aspirated
3 Clean-air pipe
operation
head cover to the intake manifold.
C Ventilation, turbocharged operation 4 Check valve to intake
The throttle for limiting pressure on the N63 is integrated in the
non-return valve to the intake manifold. 1 Oil separator 5 Check valve to clean air pipe
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N63 Engine Workbook
Oil Separator
Labyrinth and cyclone oil separators are used on the N63 engine.
One labyrinth separator and four cyclone separators are integrated
in the oil separator housing of each cylinder bank, however, only
three are used at present.
The fourth is reserved for further developments. The oil mist drawn
out of crankcase is routed through the labyrinth. This serves as the
first oil separation stage as the oil collects on the walls of the
labyrinth and flows off. The further flow of blow-by-gas is made to
swirl in the cyclones.
As a result of the centrifugal forces, the heavier oil settles on the
cyclone walls and from there drips into the oil drain. The lighter
blow-by gas is drawn out from the middle of the cyclone.
The cleaned blow-by gas is then fed to the air intake system.
Note: If the exhaust system produces blue smoke, it is

necessary to check whether the engine is also
Index Explanation Index Explanation drawing oil into the combustion chamber through the
crankcase breather, which suggest that there is a
1 Channel to air intake 5 Oil return
fault in the area of the crankcase breather. A clear
2 Cylinder head cover 6 Oil separator housing
sign of a problem is an oiled up clean-air pipe.
3 Labyrinth 7 Cyclone
4 Ventilation duct from cylinder head
Belt Drive The belt pulley on the torsion-
al vibration damper can be
The N63 engine is equipped as standard with a double belt drive. shifted in a defined position in
The main belt drive features a mechanical tensioning pulley that the direction of the A/C com-
provides the necessary tension in the poly-V-belt. pressor. This makes it possi-
The A/C compressor is driven by a ELAST drive belt which is ble to easily install the ELAST
mounted and tensioned in a new way. drive belt without the need for
special tools.
This is made possible by an
eccentric slot in the belt pul-
ley, which allows the crank-
shaft to be shifted in radial
direction after the four mount-
ing screws holding the belt
pulley have been removed.
The tension in the ELAST
drive belt pulls the belt pulley
back into the central position
over the crankshaft when the
engine is now turned by 180°.
The bolts can then be re-
installed to complete the belt
change.
Index Explanation
Mounting position for ELAST
A drive belt
Turning torsional vibration damper

B for tensioning belt
1 Alternator 5 Tensioning pulley
C Normal position
2 Poly V-belt 6 Torsional vibration damper
3 Coolant pump 7 ELAST belt (AC)
4 Power steering pump 8 A?C Compressor
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N63 Engine Workbook
Classroom Exercise - Review Questions

1. The E71 (N63), is a able to achieve _________________ horsepower at 5500 RPM.
A. 360 B. 375 C. 400 D. 425
2. The impressive torque output of the N63 engine (610 Nm) is available at ______________________ RPM.
A. 1250 B. 1750 C. 2250 D. 2500
3. The engine identification plate is located:

A. Behind the starter C. under the alternator
B. Behind the AC compressor D. On the bank 1 cylinder head
4. To reduce weight, the crankshaft main journal diameter has been reduced:
A. from 80 mm to 75 mm
B. from 75 mm to 70 mm
C. from 70 mm to 65 mm
D. from 65 mm to 60 mm
5. Which of the following statements BEST describes the construction of the N63 crankcase?
A. The crankcase is made from aluminum and uses a “closed deck” design with “Alusil” cylinder bores
B. The crankcase is made from magnesium and uses a “closed deck” design with “cast iron” cylinder liners
C. The crankcase is made from aluminum and uses a “open deck” design with “Alusil” cylinder bores
D. The crankcase is made from aluminum and uses a “closed deck” design with “cast iron” cylinder liners
6. Which of the following statements BEST describes the oil pump drive method on the N63?
A. The oil pump is driven by a gear to gear connection by a gear at the rear of the crankshaft
B. The oil pump is chain driven off the front of the engine by a sprocket which is integrally cast into the crankshaft
C. The oil pump is driven by the exhaust camshaft on bank 1
D. The oil pump is chain driven off the rear of the engine by a sprocket which is integrally cast into the crankshaft
7. The displacement of the N63 is:

A. 4.0 liters B. 4.4 liters C. 4.8 liters D. 5.0 liters
8. Which of the following BEST describes the camshaft manufacturing process?

A. Presta process
B. Hydroforming
C. Cast Iron
D. None of the above
9. The crankcase ventilation system on the N63 engine uses cyclone separators which are located:
A. In the intake manifold
B. In the cylinder head covers
C. In the fresh air intake to the turbocharger
D. None of the above
10. What special tool is needed to install the ELAST drive belt on the N63?
A. 11 1 280 B. 11 2 450 C. 11 3 560 D. None of the above
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N63 Engine Workbook
Workshop Exercise - N63 Engine Disassembly
Remove both intercoolers ,disconnect hose clamps at throttle housing (pic A) and clamps at turbo inlet (pic B) and place intercool-
ers aside. Also, take note of the mounting bolts, (pic C) there are 3 on each intercooler and they are different lengths.
Remove the coolant pipe, disconnect from water pump housing and cylinder head cover (pic D).
Picture A Picture B Picture C Picture D
What is unique about the intercoolers on the N63?
What sensors are installed on the intercooler housings?
How are the turbocharger kept cool?
Note: This workbook is intended for classroom instruction only. It is not meant to replace currently available repair
instructions. Always refer to the most current version of repair instructions, technical data and torque
specifications. Refer to the latest version of TIS.
Remove both plastic turbo inlets (pic A) along with the check valves (picture B) for the crankcase ventilation systems
(disconnect from cylinder head cover and intake manifold).
Remove alternator (pic C) along with fuel line brackets and low pressure fuel line (pic D) which crosses over between banks.
(this includes auxiliary water pump and bracket).
Where are the cyclone separators located on the N63?
What is the purpose of the check valves (pic B)?
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N63 Engine Workbook
Remove top bracket for engine cover (pic A).

Remove pre-catalyst O2 sensors (pic B) and all heat shielding from top of engine and exhaust system (after cat).
Remove cable brackets (pic C) for the post-catalyst O2 sensors.
Remove both catalysts (pic D) with exhaust pipes and put aside (leave post-cat O2 sensors attached to pipe).
What special tool is used to remove the pre-catalyst O2 sensors?
What type of bolts are used to attach the heat shields?
What is the difference between the pre-catalyst and post catalyst oxygen sensors on the N63?
Remove all ignition coils and spark plugs from both banks and put aside (pic A).
Remove all fuel injectors, high pressure fuel lines, high pressure fuel pump and fuel rails on both banks(pic B).
Note: Be aware when removing high pressure fuel pump, the bolts should be loosened in 1/2 turn increments and alternate
sides to prevent internal pump damage.
Remove fuel pump follower (pic C) and set aside (protect follower from damage).
Remove both cylinder head covers (pic D) and set aside.
What drives the high pressure fuel pumps?

What process is used to manufacture make the camshafts?
What special tool is used to remove the fuel injectors?

What type of tool is needed to remove the spark plugs?
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N63 Engine Workbook
Proceed with removal of both intake manifolds (pic A), remove 5 bolts on intake manifolds and the additional bolt (pic B).
Remove additional heat shielding at rear of cylinder heads (Pic C - take note of bolt length - one is longer, this is for both sides).
Remove vacuum pump and heat shielding from the cylinder head on bank 1.
Since the traditional position of the intake manifolds have now been moved, how does that affect camshaft location?
Where are the knock sensors located and how many knock sensors are used on the N63?
What type of vacuum pump is used?

Once the intake manifolds have been removed, proceed with removal of the turbochargers.
Remove oil feed line to the bank 2 turbocharger (braided line) and disconnect bracket (pic A).
Remove coolant lines from the bank 2 turbocharger (feed & return) (pic B) and retain copper washers
(replace when servicing in field).
Disconnect oil return line to the bank 2 turbocharger using Torx socket (T30) with long 1/4 “ extension.
Un-clamp and remove bank 2 turbocharger.
Leave coolant lines attached to bank 1 turbocharger. (you can remove these lines with the bank 1 turbo).
Disconnect oil feed and return lines (pic C) and brackets to the bank 1 turbo.
Remove clamp from bank 1 turbo and remove from engine.
After the turbochargers are removed, proceed by the removing the coolant bleed hoses (pic D).
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N63 Engine Workbook
Before removing the exhaust manifolds, remove additional heat shielding at the front of the engine (pic A) as well as the
additional shielding on the cylinder heads (pic B) for both banks.
Remove the exhaust manifolds and set aside and remove the exhaust manifold gaskets.
After the exhaust manifold removal is complete, remove the lower heat shield in the valley area (pic C).
After that step is complete, examine the location of the vacuum reservoir, oil feed lines for turbo and the oil return manifold (pic D).
What is the purpose of the component in picture D (arrow)?
What is different about the N63 engine block as compared to the N62/N62TU with regard to the “v-space”?
Workshop Exercise - N63 Vacuum Circuit Diagram
Complete chart by drawing in the vacuum lines to the individual components. Using colored markers, for the vacuum hoses
between the wastegate and solenoids (EPDW).
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N63 Engine Workbook
Remove water pump and accessory belt pulley by removing bolts and snap ring (pic A).
Remove VANOS solenoids on both cylinder heads (pic B).
Remove VANOS solenoid adapter plates from the front of the cylinder head (pic C).
Remove accessory belt tensioner (pic D).
What is unique about the accessory belt pulley?
Are the VANOS solenoid interchangeable?
Are there any special tools required to release accessory belt tensioner?
Prepare to remove cylinder heads. Rotate engine to the indicated position in the repair instructions (pic A). Keep in mind that the
N63, unlike previous BMW engines, is not set up on ignition TDC at #1 cylinder. Actually, when removing the cylinder heads and
setting camshaft timing, the engine is locked at 150 degrees BTDC. This arrangement ensures that no pistons are at TDC during
cylinder head removal and installation which prevents potential valve damage while servicing.
The first step is to attach special tools as shown in picture B and C (engine should only be rotated clockwise).
Install camshaft locking tools on the bank 2 cylinder head as shown in picture D.
What special tools are shown in picture B?
What special tools are shown in picture D?
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N63 Engine Workbook
After installing the camshaft locking tools on the bank 1 cylinder head, remove the lock on the crankshaft hub and rotate the engine
slightly counter-clockwise (pic A). This will compress the timing chain tensioner to allow installation of the retaining pin (pic B).
If special tool is not available, a 1/8 “ pin punch will suffice.
Perform the process for both banks. Remove both timing chain tensioners and set aside.
Rotate engine clockwise to re-install crankshaft locking tools (pic C).
Loosen the central retaining bolts for the VANOS units on the intake and exhaust (pic D) . Switch camshaft locking tools to the
opposite bank and loosen both VANOS units as well. Also, remove chain guides on both banks (also pic D).
Remove retaining bolts and all VANOS units.
Why is the crankshaft locked at 150 degrees BTDC?

Once the timing chains and VANOS units are removed, the chain guide pins can be removed (both bank (pic A).
Next, remove the cylinder heads. Rotate engine so cylinder head surface is parallel with the floor (pic B).
Proceed with cylinder head removal by removing camshaft locking tools (if installed). Loosen and remove small bolts at the
front of the cylinder head in the timing case area (pic C).
Then , loosen cylinder head bolts by starting at the outside and progressing to the inside in a circular motion (pic D).
Secure cylinder head from falling when removing last bolt.
Remove cylinder head and repeat process on bank 2 cylinder head. Set both cylinder heads aside and protect head surface.
Some of the valves may protrude and be damaged if the cylinder head is laid flat.
Is it necessary to remove the camshafts before removing the cylinder heads?
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N63 Engine Workbook
Rotate engine and remove oil pan lower section as well as the oil filter housing (pic A).
Remove oil pump pickup screen and tube (pic B) .
Remove all oil pan bolts in upper section. Note hidden bolts under the oil filter housing. Remove upper oil pan (pic C).
Remove flywheel (flexplate) (pic D).
What is different regarding the location of the oil pump?
What is the reason for the re-location of the oil pump?

Remove oil pump chain by removing sprocket bolts on oil pump (pic A). Also, remove rear main seal cover.
Note additional sprocket cast into rear of crankshaft (pic B).
Remove oil pump attachment bolts and remove oil pump (pic C).
Note location of oil pump chain adjustment during re-installation (pic D).
Is the oil pump sprocket on the crankshaft removable?
How is the oil pump chain adjustment carried out?
What is different about the oil pump on the N63?
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N63 Engine Workbook
After removal of the oil pump, proceed with removal of the timing cover. Rotate engine to the upright position.
Using special tool, lock crankshaft and remove central bolt and front crankshaft damper (pic A).
Remove all timing cover bolts and remove timing cover (pic B). Note arrangement of the timing chain guides (pic C).
Remove chain guides and set aside (pic D). Arrange neatly for re-installation.
What special tool is used to hold the crankshaft while loosening the central bolt (pic A)?
Are the timing chain guides interchangeable?
Workshop Exercise - N63 Engine Assembly
Prepare to re-assemble engine.

Install timing chains and guides on engine, pay attention to the arrangement of the chains (pic A).
Install timing cover and ensure gaskets are installed correctly. Also make sure the timing chain does not interfere with cover
installation (pic B).
Install timing cover bolts (be aware some bolts are of a different length) (pic C).
Install front crankshaft damper and tighten central bolt using special tools.
Lock engine to the 150 degree BTDC position using special tools (pic D).
What is the torque specification for the central bolt? Fill in the chart below:
Initial (jointing torque) Torque angle (1st) Torque angle (2nd) Torque angle (3rd)
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N63 Engine Workbook
Prepare to install cylinder heads (engine should be at 150 degrees BTDC w/special tools installed).
Begin by rotating engine so the deck surface on one bank (bank 2) is parallel with the floor (pic A).
Install head gasket on cylinder block, be aware of markings (pic B).
Install cylinder head while positioning timing chain for installation (pic C).
Install head bolts (w/washers) and tighten in proper order to specification (first jointing torque only - for training engine).
Install and tighten bolts in timing case (pic D).
What is the torque specification for the cylinder head bolts? (fill in chart below)
Initial (jointing torque) Torque angle (1st) Torque angle (2nd) Front head bolts (pic D) M8
Install the cylinder head for the other bank (repeat previous steps for head installation).
Install VANOS units for intake and exhaust (keep in mind the intake and exhaust positions) Also, install upper chain guide (pic A).
Install central bolts, but do not tighten at this time (pic B).
Install camshaft adjusting tools (pic C).
Install the VANOS units for bank 2 as in the above steps. (i.e. follow the same sequence).
Important - Do not rotate the engine unless all timing mechanisms are in place and the VANOS central bolts are tightened to spec
(Risk of bending valves or mis-timing the engine).
Also, install chain guide pins for both banks and tighten (pic D).
What are the torque specifications items listed below? (fill in chart below)
Upper chain guide Chain guide pins
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Prepare to set the camshaft timing. Start with bank 1.

Install special tools to check camshafts (pic A).
Install timing chain tensioning tool and tighten to 0.6 Nm (pic B).
Install crankshaft locking tool (pic C).
Tighten VANOS central bolts (on bank 1) to specification.
Transfer special tools to bank 2 and repeat process (A through B) (pic D).
Why is it necessary to torque the tensioning tool to 0.6 Nm?
Re-install the hydraulic timing chain tensioners (with pins installed) on both banks (pic A).
Leave the camshaft locking tools installed and rotate engine counter clockwise slightly while watching the tensioner piston(s).
As soon as the tensioner pistons are retracted sufficiently, remove the locking pins on both banks (pic B).
Then, rotate the engine clockwise through 2 rotations (360 degrees X 2) and re-set engine to locked position (pic C) check the
camshaft timing . If not OK, re-adjust.
If OK, continue with engine assembly. Install adapter plates for VANOS solenoids (pic D) and install VANOS solenoids on both
banks.
Fill in the torque specifications for the following items:
Chain tensioner bolts VANOS solenoid cover VANOS solenoid bracket
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Install water pump, accessory belt tensioner and front pulley.

Install heat shield between cylinder heads and head shields brackets as shown (pic A). (must be installed before turbochargers)
install exhaust manifold gaskets (pic B). Pay attention to gasket installation. (they can be installed incorrectly).
Install exhaust manifolds, with brackets and copper nuts (pic C). Reinstall heat shields on cylinder heads.
Install front heat shield between cylinder heads (pic D) and install coolant bleed hoses between cylinder heads.
Must be installed before turbochargers
What special attention should be paid to the copper washer on the oil and coolant lines?
Is it possible to install the exhaust manifold gasket incorrectly?

Install turbocharger for bank 1 and tighten oil return line (pic A).
Install clamp at turbocharger to exhaust manifold connection as shown (pic B).
Install all coolant and oil lines to bank 1 turbocharger before installing bank 2 turbocharger (pic C).
Install turbocharger for bank 2 and repeat all steps above including oil and coolant lines (pic D).
Reconnect all vacuum lines to the wastegates for both turbochargers. Be aware, the red vacuum line is for bank 1 and the
blue line is for bank 2.
Oil feed lines Oil return lines Coolant lines (for turbo) Clamp to exhaust manifold
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Once the turbo installation is complete, proceed with the installation of the cylinder head covers. When tightening bolts,
be sure to torque in proper sequence (i.e. inside to outside - pic A).
Install all fuel injectors and spark plugs for both banks.
Install high pressure fuel pump for both banks, make sure the camshaft follower is installed first (pic C).
Install low pressure fuel line between the high pressure pumps.
Install alternator and attach hold down brackets for fuel line.
What is important to observe when tightening the bolts on the high pressure fuel pump?
Cylinder head cover HP Pump Low pressure fuel lines Alternator bracket
Before proceeding with the high pressure fuel line installation, the intake manifolds must be installed.
Install both intake manifolds and tighten bolts to specification (pic A).
Be sure to install additional bolts (pic B) on both banks (one on each).
Install fuel rails for both banks (pic C).
Install high pressure fuel lines between injectors and fuel rail as well as the lines between the high pressure pump
and fuel rail (pic D).
Fuel Lines (injectors) Fuel lines (rail to HP pump) Intake manifold
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Rotate engine to install oil pump. Make sure both o-rings are installed properly (pic A).
Install oil pump chain and sprocket, adjust oil pump chain deflection if necessary (pic B).
Install rear main seal cover (pic C).
Install flywheel/flexplate (pic D).
Oil pump mounting Oil pump sprocket Rear main seal cover Flywheel
Once the oil pump is installed, proceed with installation of the upper and lower oil pan.
Install upper oil pan using proper bolt tightening sequence (pic A).
Install oil pump pickup (pic B).
Install lower oil pan using proper bolt sequence (pic C).
Install oil filter (pic D).
Oil pan upper Oil pump pickup Oil pan lower Oil filter
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N63 Engine Workbook
Rotate engine to the upright position. Prepare to install exhaust manifold/catalytic converter assemblies.
Install heat shields at the rear of the cylinder heads (pic A) for both banks.
Install exhaust manifold/catalytic converter assemblies (pic B). (Pay attention to clamp location)
Install rear heat shields on catalysts first (pic C) and then install all remaining heat shields including upper heat shield (over turbos) .
Install the cable brackets for the post catalyst oxygen sensors (pic D).
Exhaust clamps (pic B) O2 sensor cable bracket (pic D)

Install crankcase ventilation tubes (check valves- pic A) and connect at both ends (cylinder head cover and intake manifold).
Install pre-catalyst oxygen sensors with heat shields (pic B).
Install upper bracket for engine cover (pic C).
Make sure the engine is completely re-assembled. Double-check all hose connections, heat shields etc. (pic D).
Pre-catalyst O2 sensors (pic B)
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1. When removing the cylinder heads on the N63 engine, the engine must be locked at:
A. 0 degrees (TDC) B. 30 degrees ATDC
C. 150 degrees BTDC D. 90 degrees BTDC
2. The cyclone separators for oil separation on the N63 engine are located:
A. under the intake manifolds B. in the cylinder head covers
C. in the air cleaner housing D. in the timing case
3. What special tools is used to remove the O2 sensors?

A. 11 2 120 B. 11 9 190
C. 11 7 020 D. 11 1 100
4. The vacuum reservoir for the EPDW solenoids and exhaust flaps is located:
A. under the exhaust manifolds B. behind the right front fender
C. in the E-box D. behind the left headlight assembly
5. When setting the camshaft timing on the N63, the timing chain tensioner tool should be tightened to:
A. 10 Nm B. .1 Nm
C. 6.0 Nm D. 0.6 Nm
6. The high pressure fuel pumps for the N63 are driven:
A. by a tandem connection to the vacuum pump B. by a lobe on the exhaust camshafts
C. by a chain connection to the intake camshafts D. None of the above
7. When removing the intake manifolds, which of the following components must be removed to access the attaching bolts?
A. the turbochargers B. the fuel rails
C. the engine mounts D. the cylinder head covers
8. The intercoolers on the N63 engine each have a sensor. What does this sensor monitor?
A. Coolant temperature for the intercoolers B. Air charge pressure and temperature
C. Air charge temp only D. Air charge pressure only
9. What two tools are needed to lock the engine when removing the cylinder heads?
A. 11 2 120 and 11 9 190 B. 11 7 420 and 11 0 200
C. 11 8 570 and 11 9 190 D. 11 3 320 and 11 5 150
10. What special tool is needed to lock the engine to remove the central bolt?
A. 11 8 570 B. 11 8 090
C. 11 8 920 D. 11 9 900
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MSD85 Engine Management

Due to the changes brought about with the new N63 engine, the Engine Control Module
engine management system has been adapted accordingly.
The high level of technology on the N63 engine place high
The new system, designated MSD85, works in conjunction with demands on the DME system. The ECM used features a very
the High Precision Injection (HPI) system which is familiar from the powerful 150 MHz processor and features a new connector
N54 engine. concept.
The connector concept consists of five chambers and functional
configuration. This means each chamber is assigned to a specific
function group.
The following list outlines the configuration of the chambers in
corresponding order:
• Chamber 1 (8 pins): Ignition
• Chamber 2 (59 pins): Engine plug, cylinder bank 1 and
several central engine functions
• Chamber 3 (40 pins): Vehicle plug
• Chamber 4 (54 pins): Engine plug, cylinder bank 2 and
several central engine functions
• Chamber 5 (16 pins): Fuel injection
An engine plug relates to sensor/actuator connections on the
engine while the vehicle plug represents the interface to the
vehicle specific components.
The functions of the engine management system are described
in the respective systems.
Sensors
Oxygen Sensors
The familiar Bosch LSF4.2 sensors are used as the monitor
sensors downstream of the catalytic converter.
The control sensors upstream of the catalytic converter are new.
The new LSU ADV sensors are used here for the first time.
LSU denotes oxygen sensor universal and ADV advanced.
They therefore represent further-developed broadband oxygen
sensors.
The new ADV oxygen sensor has an extended measuring range:
It starts measuring from Lambda = 0.65. Other advantages of the
new sensor include the higher temperature stability, shorter
response times of less than 30 milliseconds as well as high signal
accuracy.
The fact that the sensor is ready for operation in less than 5
seconds means lower emission values in the engine warm-up
phase. Thanks to higher measuring dynamics of the sensor, the
air-fuel ratio can be more effectively determined and controlled
separately for each cylinder.
This results in a homogeneous exhaust flow that reduces emis-
sions while also having a favorable effect on long-term emission
characteristics. The service life of the sensor equals the service life
of the vehicle.
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Actuators
Electric Fan
As usual, the electric fan has its own electronics module and is
controlled dependent on engine speed by a pulse-width modulated
signal. The pulse duty factor during normal operation (100 Hz) is
converted into a speed signal.
• 7% pulse duty factor wakes the fan electronics
• 11% pulse duty factor equates to 33% of the maximum
fan speed
• 93% pulse duty factor equates to the maximum fan speed
• 97% pulse duty factor is a command for self-diagnosis of the
fan electronics
To output the fan after-running command, the output frequency of
the DME is reduced to 10 Hz during the latching phase (terminal
15 OFF). The fan time and speed are selected based on the pulse
duty factor.
A further new feature is that the DME switches the power supply
through terminal 30 via a relay.
NOTES
PAGE
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Air Management
Air Intake and Exhaust System

The main change to the air intake and exhaust system of the N63
engine is the interchanged positions of the intake and exhaust
sides.
Consequently, the exhaust manifolds and turbochargers as well as
the catalytic converters are located in the V-space of the engine.
This arrangement makes the N63 engine very compact despite
the turbocharging. Another new feature is indirect charge air
cooling with intercoolers mounted on the engine.
1 Throttle valve 7 Exhaust turbocharger
Charge air temperature

2 and pressure sensor
8 Catalytic converter
Electro-pneumatic pressure
3 Intercooler 9 converter (EPDW)
4 Diverter valve 10 Watergate valve
5 Intake silencer 11 Intake manifold pressure sensor
6 Hot-film air mass meter Digital Motor Electronics (DME)

Air Intake System

1 Intake silencer 8 Unfiltered air pipe
2 Exhaust turbocharger 9 Intercooler
3 Diverter valve 10 Charge air temperature and pressure sensor
4 Hot-film air mass meter 11 Throttle valve
Crankcase breather connection for Crankcase breather connection for

5 12
turbocharged engine operation naturally aspirated engine operation
6 Clean air pipe 13 Intake manifold pressure sensor

7 Charge air pipe 14 Intake manifold
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Exhaust System Turbocharging

The turbocharging principle of the N63 engine is very similar to that
of the N54 engine. Two relatively small, parallel-connected exhaust
turbochargers ensure rapid response already at low engine speeds.
The boost pressure is controlled by means of wastegate valves.
Diverter valves are also used.
Exhaust Turbocharger
Index Explanation Index Explanation Index Explanation Index Explanation

Oxygen sensor (monitor sensor
1 4 Exhaust manifold 1 Turbine 4 Diverter valve
LSF4.2 after catalytic converter)
2 Catalytic converter 5 Exhaust turbocharger 2 Bearing Pedestal 5 Vacuum unit
Oxygen sensor (monitor sensor LSF

3 3 Compressor 6 Wastegate valve
ADV before catalytic converter)
Principle of Operation Boost Pressure Control
The turbocharger is driven by the engine's exhaust gasses, i.e. The boost pressure of the turbochargers is directly dependent on
exhaust gasses under pressure are routed by the turbocharger the flow of exhaust gas which reaches the turbocharger turbines.
turbine and in this way delivers the motive force to the compressor, Both the velocity and the mass of the exhaust gas flow are directly
which rotates on the same shaft. It is here that the induction air is dependent on engine speed and engine load. The engine manage-
precompressed in such a way that a higher air mass is admitted ment system uses wastegate valves to control the boost pressure.
into the engine's combustion chamber.
These valves are operated by vacuum units, which are controlled
In this way, it is possible to inject and combust a greater quantity of by electropneumatic pressure converters (EPDW) via the engine
fuel, which increases the engine's power output and torque. management system.
The turbine and the compressor can rotate at speeds of up to
175,000 rpm. The exhaust inlet temperature can reach a maximum The vacuum is generated by the permanently driven vacuum pump
of 950°C. and stored in a pressure accumulator. The system is designed to
ensure that these loads/consumers do not have a negative influ-
Because of these high temperatures, the turbochargers of the N63 ence on the brake boost function.
engine are not only connected with the engine oil system but also
integrated in the engine coolant circuit. The flow of exhaust gas to the turbine wheel can be influenced
with the wastegate valves. When the boost pressure has reached
In connection with the auxiliary electric coolant pump on the N63 its desired level, the wastegate valve begins to open and direct part
engine, even after the engine has been switched off, it is possible of the exhaust-gas flow past the turbine wheel.
to dissipate the residual heat from the turbochargers, thus prevent-
ing the lubricating oil in the bearing housing from overheating. This prevents the turbine from further increasing the speed of the
compressor. This control option allows the system to respond to
Bi-turbocharging various operating situations.
Great importance is attached to turbocharger response in the N63 In the idle phase, the wastegate valves of both turbochargers are
engine. A delayed response to the driver's command, i.e. the closed. This enables the full exhaust-gas flow available to be
accelerator-pedal position, is not acceptable. utilized to speed up the compressor already at these low engine
The driver therefore must not experience any so-called "turbo lag". speeds. When power is then demanded from the engine, the
This requirement is met in the N63 engine with two relatively small compressor can deliver the required boost pressure without any
turbochargers, which are connected in parallel. Each cylinder bank noticeable time lag.
drives one exhaust turbocharger. In the full-load situation, the boost pressure is maintained at a con-
The advantage of smaller turbochargers lies in the fact that, as the sistently high level when the maximum permissible torque is
turbocharger runs up to speed, the lower moment of inertia of the reached by a partial opening of the wastegate valves. In this way,
turbine causes fewer masses to be accelerated, thus allowing the the compressors are only ever induced to rotate at a speed which
compressor to attain a higher boost pressure in a shorter amount of is called for by the operating situation.
time.
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Opening of the wastegate valves takes drive energy from, the A vacuum is generated in the intake manifold when the throttle
turbine thus limiting the charger speed and preventing overspeed. valve is closed at high engine speeds. This leads to a build-up of
In addition, there is no further increase in boost pressure, thus high dynamic pressure after the compressor which cannot escape
benefiting fuel consumption. because the route to the intake manifold is blocked.
At full-load the N63 engine operates at an overpressure of up to This leads to a "pumping up" of the turbocharger. This means that
0.8 bar in the intake manifold.
• a clearly noticeable, disruptive pumping noise can be heard,
Blow-off Control • and this pumping noise is accompanied by a component-
The diverter valves in the N63 engine reduce unwanted peaks in damaging load being exerted on the turbocharger, since high-
boost pressure which can occur when the throttle valve closes frequency pressure waves exert axial load on the turbocharger
quickly. bearings.
They therefore have an important function with regard to engine The diverter valves are electrically operated valves. When the throt-
acoustics and help to protect the turbocharger components. tle valve closes, the boost pressure (upstream of the throttle valve)
and its increase are compared with stored target values.
The diverter valves are opened if the actual values exceed the tar-
get by a certain value. As a result, the boost pressure is diverted to
the intake side of the compressor.
This procedure prevents the disruptive and component-damaging
pumping effect from occurring.

Diverter valve
1 Diverter valve, closed 2 Diverter valve, open
Charge Air Cooling Indirect charge air cooling has the advantage of requiring little
Indirect charge air cooling is used for the first time on the N63 space as the system can be mounted directly on the engine.
engine. The charge air is not routed directly to an air-to-air heat Due to the near-engine installation position, the distinctly shorter
exchanger. pipe length required for charge air routing also have a positive
effect.
The charge air is cooled by means of an air-to-coolant heat
exchanger. The N63 engine therefore features a separate self In this way, pressure loss has been substantially reduced, thus
contained low-temperature coolant circuit. improving power yield and engine response.
Cooling the charge air serves to increase power output as well as

reduce fuel consumption. The charge air heated in the turbocharg-
er by its component temperature and by compression is cooled in
the intercooler by up to 80°C. Index Explanation Index Explanation
This increases the density of the charge air, which in turn improves A Hot charge air D Hot coolant
the charge in the combustion chamber. This results in a lower level
B Cooled charge air 1 Intercooler
of required boost pressure. The risk of knock is also reduced and
the engine operates with improved efficiency. Charge air pressure/temperature
C Cooled coolant 2 sensor
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Load Control
Load control of the N63 engine is realized by means of the throttle
valve and the wastegate valves.
The throttle valve is the primary component in this process.
The wastegate valves are actuated to bring about a fine tuning of
the boost pressure. At full load the throttle valve is completely
open and load control is undertaken by the wastegate valves.
The load control graphic shows that the wastegate valves are
integrated in load control in all operating situations of the N63
engine on the basis of characteristic map control.
Controlled Variables
Among other things, the following variables influence boost
pressure control in the N63 engine:
• Intake-air temperature
• Engine speed
• Throttle-valve position
• Ambient pressure
• Intake-manifold pressure
• Pressure before the throttle valve (reference variable)
The electropneumatic pressure transducers are activated by the
engine control unit on the basis of these variables.
The result of this activation can be checked from the boost pres-
sure achieved, which is measured before the throttle valve. Index Explanation Index Explanation
There follows a comparison of the boost pressure achieved with
n Engine speed in RPM 2 Turbocharged operation
the setpoint data from the characteristic map, which can, if
necessary, give rise to an activation correction. Absolute pressure in intake Dark = wastegate closed
p manifold (mbar)
3 Light = wastegate open
The system therefore controls and monitors itself during operation.
1 Naturally aspirated operation
Limp-home Mode The N63 engine also is governed by three golden rules of
In the event during operation of malfunctions, implausible values or procedure:
failure of any of the sensors involved in turbocharger control, activa-
1. It is important to not immediately blame the turbocharger for
tion of the wastegate valves is shut down and the valve flaps are
all power related complaints. Turbochargers are frequently
thus fully opened. Turbocharging ceases at this point.
mis-diagnosed and unnecessarily replaced.
The list below sets out those components or functional groups of If blue smoke emerges from the exhaust system, check
the N63 engine in which a failure, a malfunction or implausible whether the air cleaner is contaminated or the engine is
values result in boost pressure control being deactivated. consuming too much oil because of wear.
If the turbocharger is running too loud, inspect all the
The driver is alerted to a fault of this type by the emission warning connections on the turbocharger pressure side. If black
lamp. smoke or a loss of power is detected, in this case check the
• High pressure fuel system engine and the connecting pipes first.
• Inlet VANOS 2. Main causes of turbocharger damage:
• Exhaust VANOS
• Insufficient lubrication and consequently bearing failure.
• Crankshaft sensor
• Foreign bodies damage the turbine and impeller. The result-
• Camshaft sensor
ing imbalance will reduce efficiency and may cause rotor
• Boost-pressure sensor damage.
• Knock sensors
• Contaminated lube oil causes scoring on shaft journals and
• Intake-air temperature sensor bearings. Elements entering the turbocharger system from
One principle of vehicle repair is particularly important in this the out side such as sand, dirt, screws and the like will be
respect: trapped by a filter before the compressor.
When diagnosing any fault, particularly with a turbocharged Service the filters at regular intervals (service intervals).
engine, it is important to focus on causes rather than the effects.
3. Do not make any alterations to the turbocharger.
With regard to the diagnosis and subsequent repair of turbocharg-
ing components, it is important to ensure that they are also actually Never attempt to tamper with or alter the boost-pressure
identified as defective components with the diagnostic technology control linkage. If the turbocharger operates at higher boost
available. It is always vital to ensure that the cause of the fault is pressures than permitted by the engine manufacturer, the
determined and rectified and that if necessary work is not carried engine may run hot and pistons, cylinder heads or engine
out on symptoms of fault consequences. bearings may fail, or the safety function of the engine
electronics may respond and activate the engine's
Thus, for instance, a leaking flange on the intercooler can have far- limp-home program.
reaching consequences.
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Fuel Supply and Management
High-precision Injection (HPI) The admission pressure is monitored by the low pressure sensor.
The fuel is delivered by the electric fuel pump in line with demand.
The fuel is delivered from the fuel tank by the electric fuel pump If this sensor fails, the electric fuel pump continues to run at 100%
via the feed line at an admission pressure of 5 bar to the high delivery with terminal 15 ON.
pressure pump.
The fuel is compressed in the permanently driven single-piston
high pressure pump and delivered through the high pressure line
to the rail.
The fuel accumulated under pressure in the rail in this way is dis-
tributed via the high pressure lines to the piezo-injectors.
The required fuel delivery pressure is determined by the engine-
management system as a function of engine load and engine
speed. The pressure level reached is recorded by the rail pressure
sensor and communicated to the engine control unit.
Control takes place by means of the volume control valve based
on setpoint/actual value adjustment of the rail pressure.
Configuration of the pressure is geared towards best possible
consumption and smooth running of the N63 engine. 200 bar is
required only at high load and low engine speed.
Index Explanation
p pressure
Index Explanation Index Explanation m Engine load
1 High pressure pump (2 x) 6 Low pressure sensor n Engine speed
2 Volume control valve 7 High pressure fuel line
3 Piezo-injector 8 Fuel rail
4 Low-pressure feed from fuel pump 9 High pressure fuel line (pump to rail)
5 Low pressure feed line 10 Rail pressure sensor (2 x)

Design and function of high pressure pump The fuel is placed under pressure by a piston in this plunger-and-
The fuel is delivered via the supply passage at the admission pres- barrel assembly and delivered via the high pressure non-return
sure generated by the electric fuel pump to the high pressure valve to the high pressure port. The high pressure pump is bolted
pump. to the cylinder head and is driven by a three-point cam on the
camshaft.
From there, the fuel is directed via the volume control valve and the
low pressure non-return valve into the fuel chamber of the plunger
and-barrel assembly.
This means the piston is permanently moved by the three-point

cam as soon as the engine is running. Fuel therefore continues to
be pressurized for as long as new fuel is supplied to the high pres-
sure pump via the volume control valve.
The volume control valve is activated by means of the engine man-
agement connection and determines the delivered quantity of fuel.
The pressure is controlled by the volume control valve opening and
closing in the direction from the plunger and barrel assembly to the
fuel inlet.
The fuel drawn in by the piston is largely forced back into the pres-
A Low pressure connection 3 Pressure relief valve
sure inlet when the volume control valve is opened.
B High pressure connection 4 Piston
The maximum pressure in the high pressure area is limited to 245
1 Equalization chamber 5 Volume control valve bar. If excessive pressure is encountered, the high pressure circuit
is relieved by a pressure relief valve via the ports leading to the low
Electrical connection for the volume
2 High pressure non-return valve 6 control valve
pressure area.
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This is possible without any problems because of the incompress-

ibility of the fuel, i.e. the fuel does not change in volume in
response to a change in pressure.
The pressure peak created is compensated for by the liquid volume
in the low pressure area. The equalization chamber is incorporated
in the feed to the high pressure pump. It has the task of reducing
the pressure peaks produced by piston movement in the low pres-
sure system.
When the piston generates pressure, fuel passes between the pis-
ton and its guide. This is intentional for lubrication purposes.
A higher pressure is produced at the rear of the piston as it moves
downwards. This could give rise to the danger of fuel being forced
through the seal of the piston out of the pump and into the engine
oil system. The connection to the equalization chamber ensures
that there is never a pressure higher than the fuel feed behind the
piston.
When opened, the volume control valve prevents pressure fluctua-
tions being transmitted into the low pressure system as changes in 1 Electric fuel pump 7 High pressure non-return valve
volume before and after the piston are equalized. 2 Low pressure sensor 8 Pressure relief valve
Hydraulics diagram of fuel system 3 Engine control module 9 Rail

The volume control valve controls the fuel pressure in the rail. It is
4 High pressure pump 10 Rail pressure sensor
activated by the engine management system via a pulse-width
modulated (PWM) signal. 5 Volume control valve 11 Piezo-injectors
Depending on the activation signal, a restrictor cross-section of 6 High pressure pump element
varying size is opened and the fuel-mass flow required for the
respective load point is set.
The pressure relief valve additionally provides the option of reduc-
ing the pressure in the fuel rail by directing the fuel out of the high
pressure system back into the pump element.
Fuel Injectors A uniform formation of the homogeneous air/fuel mixture is
The fuel injectors on the N63 are the obtained with the aid of the gas movement in the combustion
familiar piezo-electric design carried chamber and a stable fuel spray cone.
over from the N54.
The gas movement is influenced on the one hand by the geometry
The outward opening, piezo injectors of the intake passages and on the other hand by the shape of the
are an integral part of the spray-guid- piston crown. The injected fuel is swirled in the combustion
ed injection strategy used on the HPI chamber with the boost air until a homogeneous mixture is avail-
injection system. able throughout the compression space at the point of ignition.
This type of piezo-injector ensures Injector Adjustment
that the injected fuel spray cone As with the piezo injectors from the N54, the injector adjustment
remains stable, even under the pre- must be carried out when the injectors are replaced.
vailing influences of pressure and
temperature in the combustion When the injectors are manufactured, a multitude of measurement
chamber. data is recorded at specific points in the factory. In this way, the
tolerance ranges for injector-quantity adjustment are determined
This injector design permits injection pressures of up to 200 bar and specified in a six-digit number combination.
and extremely quick opening of the nozzle needle. In this way, it is
possible to inject fuel into the combustion chamber under condi- Information on the lift performance of the injector is also added for
tions released from the power cycles limited by the valve opening injector voltage adjustment. Injector adjustment is required
times. because of the individual voltage demand of each piezo-actuator.
An allocation is made to a voltage demand category, which is
included in the number combination on the injector. These data are
transmitted to the control unit.
During engine operation, these values are used to compensate for
deviations in the metering and switching performance.
When replacing an injector, it is absolutely essentially to carry out
an injector adjustment.
The piezo-injector is integrated together with the spark plug

centrally between the inlet and exhaust valves in the cylinder head.
This installation position prevents the cylinder walls or the piston
crown from being wetted with injected fuel.
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Injection Strategy Operating Mode: Catalytic-converter Heating

Injection of the fuel mass required for the operating situation can In order to bring the catalytic converters up to operating tempera-
take place in up to three individual injections. Which option is used ture as quickly as possible, the N63 engine has a catalytic convert-
in the relevant operating situation is dependent on engine load and er heating mode for when the engine is started from cold.
speed.
In this mode, combustion heat is intentionally introduced into the
Here the actual time resulting from the engine speed available for exhaust train and not used first and foremost to develop power
metering the fuel is an important framework quantity. output. The point of ignition is moved to 30° crankshaft angle after
TDC.
The following graphic shows the fuel injection strategy for an
engine at operating temperature. The main quantity of the required fuel is injected before TDC and
mixed with the boost air. The piston is situated after TDC in its
A special situation during the operation of any engine is the range
downward travel such that the air/fuel mixture is already expanding
in which a high load occurs at low engine speed, so-called "Low
again, which reduces the ignitability of the mixture.
End Torque" operation. In this operating situation, the required fuel
mass is metered to the engine in three individual injections. In order to ignite the mixture reliably, a small residual quantity of fuel
is injected 25° crankshaft angle after TDC and this guarantees an
This results in a highly effective mixture formation which in the final
ignitable mixture at the spark plug.
analysis has the effect of both increasing power output and saving
fuel. This small fuel quantity therefore provides for ignition of the resid-
ual charge in the combustion chamber. This operating mode is set
by the engine-management system after a maximum period of 60
seconds from engine starting but is terminated if the catalytic
converter response temperature is reached earlier.
Injector control and adaptation

The fuel mass required for the operating situation is injected by the
piezo-injector into the combustion chamber. This mass can be
influenced by three correcting variables:
• the rail pressure
• the injector opening time
Index Explanation Index Explanation • and the injector opening lift
n Engine speed 2 Two-time injection The injector opening time and the injector opening lift are activated
m Torque 3 Three-time injection directly at the piezo injector. The opening time is controlled via the
signal ti and the opening lift via the energy quantity in the activation
1 One-time injection
of the piezo-injector.
Injector adaptation To this end, it is necessary for part of the exhaust gas flow not to be
The fuel masses and injection cycles determined from the swirled in the turbocharger. For this reason, the flap of the waste-
load/speed map are included in a pilot-control program map. gate valve must be fully opened, i.e. swung out of the exhaust-gas
Here, while further framework parameters are taken into considera- flow. This wastegate flap position extends beyond its normal
tion, the energy quantities and injector opening times required to opening position in engine operation.
activate the injectors are determined. The N63 engine can be
Based on the result of this cylinder-selective monitoring, the energy
safely and reliably operated with these characteristic map values.
quantity is adapted if necessary to activate the injectors.
For optimization of:
Furthermore, the cylinder-selective adaptation includes if necessary
• Emission values an adaptation of the injector opening signal based on smooth
running monitoring of the N63 engine.
• Smooth running
Overall adaptation of the injectors is limited to a 15% additional
• Fuel consumption quantity.
• Power output HPI Limp-home mode

If a fault is diagnosed in the system, such as e.g. failure of the rail
The controlled variables of energy quantities and injector opening pressure sensor, the volume control valve is de-energized; the fuel
times are continuously monitored. This occurs on a cylinder-selec- then flows via a so-called bypass into the rail.
tive basis by way of lambda closed-loop control.
In the event of HPI limp-home mode, turbocharging is deactivated
The residual oxygen in the exhaust gas is measured in each case by an opening of the wastegate valves.
for cylinder bank 1 and cylinder bank 2. The new oxygen sensors
permit allocation to the individual cylinders. Causes of HPI limp-home mode may be:
This measurement result is compared with the values expected • Implausible rail pressure sensor values
from the set correcting variables. The result of a deviation is that
• Failure of volume control valve
the injector opening signal is adapted. This adaptation is stored in
the control unit and is therefore available for subsequent engine • Leakage in high pressure system
operation.
• Failure of high pressure pump
However, these stored values are lost when the system is flashed
• Failure of rail pressure sensor
and must be relearned. A further adaptation of the injector activa-
tion takes place depending on time and use. This cylinder-selective
adaptation involves a check of the residual oxygen content with a
conclusion as to the cylinder causing the situation.
N63 Engine Workbook
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N63 Engine Workbook
HPI System Service

ACHTUNG! Öffnen des Kraftstoffsystems bei Kühlmitteltemperatur über 40 ˚C nicht zulässig. Gefahr von Körperverletzung. Reparaturanleitung beachten.
Fuel System Safety CAUTION! Do not open the fuel system if the coolant temperature is above 40 ˚C/104 ˚F – risk of injury! Consult the repair manual.
ATTENTION ! Il est interdit d'ouvrir le système d'alimentation en carburant lorsque la température du liquide de refroidissement est supérieure à 40 ˚C.
Risque de blessure. Respecter les instructions du Manuel de réparation.
TO06-1164
¡ATENCIÓN! Prohibido abrir el sistema de combustible cuando la temperatura del líquido refrigerante supere los 40 ˚C. Peligro de lesiones. Consultar el
manual de reparaciones.
• Working on this fuel system is only permitted after the engine

7567417
has cooled down. The coolant temperature must not exceed

40°C. This must be observed without fail, otherwise there is a
danger of fuel sprayback on account of the residual pressure
in the high pressure system.
• When working on the high pressure fuel system, take particu-
lar care to ensure conditions of absolute cleanliness and
follow the work sequences described in the repair instructions.
Even the tiniest contaminants and damage to the screw con-
nections on the high pressure lines can cause leaks.
• When working on the fuel system of the N63 engine, it is
important to ensure that the ignition coils are not fouled by
fuel. The resistance of the silicone material is significantly
reduced by heavy fuel contact. This can cause sparkover at
the spark-plug head and cause misfires.
• Before making modifications to the fuel system, remove the
ignition coils without fail and protect the spark-plug slot
against the ingress of fuel with a cloth.
• Before refitting the piezo-injector, remove the ignition coils and
ensure conditions of absolute cleanliness.
• Ignition coils heavily fouled by fuel must be replaced. Note: Do not open fuel lines until the coolant temperature
has cooled to below 40 degrees Celsius (104 degrees
Fahrenheit).
NOTES
PAGE
N63 Engine Workbook
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74
N63 Engine Workbook
Performance Controls
Cooling System
Due to the exhaust turbocharging system and the compact arrangement of the turbochargers in the V-space, the heat output of the N63
engine is very high. Correspondingly, great significance is attached to the cooling system. In addition, an indirect charge air cooling
system has been developed for the first time where the charge air is cooled by an air-to-coolant heat exchanger. There are two separate
cooling circuits for engine and charge air cooling.
1 Radiator 12 Vent line
2 Radiator for transmission cooling 13 Coolant temperature sensor at engine outlet
3 Coolant temperature sensor at radiator outlet 14 Expansion tank
4 Electric fan 15 Vent line
5 Characteristic map thermostat 16 Transmission fluid-to-coolant heat exchanger
6 Electric auxiliary coolant pump for turbocharger cooling 17 Auxiliary coolant radiator
7 Coolant pump A Electric coolant pump for charge air cooling
8 Exhaust turbocharger B Vent line
9 Heating heat exchanger C Intercooler
10 Duo-valve D Expansion tank for charge air cooling
11 Electric auxiliary coolant pump for vehicle heating E Radiator for charge air cooling
N63 Engine Workbook
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N63 Engine Workbook
Engine Cooling
The engine cooling system undertakes the classic task of carrying heat away from the engine and maintaining a defined operating
temperature as constant as possible. As on the N54 engine, the two turbochargers are also cooled.
The N63 engine features a conventional coolant pump that is driven by the belt drive. This pump cannot be used to continue cooling
the turbochargers after the engine has been shut down.
1 Radiator 10 Duo-valve
2 Radiator for transmission cooling 11 Electric auxiliary coolant pump for vehicle heating
3 Coolant-temperature sensor at radiator outlet 12 Vent line
4 Electric fan 13 Coolant-temperature sensor at engine outlet
5 Characteristic map thermostat 14 Expansion tank
6 Electric auxiliary coolant pump for turbocharger cooling 15 Vent line
7 Coolant pump 16 Transmission fluid-to-coolant heat exchanger
8 Exhaust turbocharger 17 Auxiliary coolant radiator
9 Heating heat exchanger
Auxiliary coolant pump for turbocharger cooling The after-running period of the auxiliary electric coolant pump can
The electric coolant pump on the N54 engine features an extend up to 30 minutes. The electric fan also cuts in to improve
after-running function to carry away the heat build-up from the the cooling effect.
turbochargers after the engine has been shut down.
As in previous systems, the electric fan runs for a maximum of
For this function, the N63 engine is equipped with an additional 11 minutes, however, it now operates more frequently.
electrically operated coolant pump with an output of 20 W.
This pump is also used during engine operation to assist tur- System Protection
bocharger cooling. As on the N54 engine, in the event of the coolant or engine oil
being subject to excessive temperatures, certain functions in the
The auxiliary electric coolant pump cuts in, taking the following vehicle are influenced in such a way that more energy is made
factors into consideration: available to the engine cooling system, i.e. temperature increasing
• Coolant temperature at engine outlet loads are avoided.
• Engine oil temperature

• Injected fuel quantity
The heat input into the engine is calculated based on the injected
fuel quantity. This function is similar to the heat management
function on 6-cylinder engines.
N63 Engine Workbook
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N63 Engine Workbook
Charge Air Cooling

With the introduction of the N63 engine, indirect charge air cooling is used for the first time at BMW. Heat is taken from the charge air by
means of an air-to-coolant heat exchanger. This heat is then given off via a coolant-to-air heat exchanger into the ambient air. For this
purpose, the charge air cooling system has its own low temperature cooling circuit, which is independent of the engine cooling circuit.

A Electric coolant pump for charge air cooling D Expansion tank for charge air cooling
B Vent line E Radiator for charge air cooling
C Intercooler
Intercoolers
The intercoolers are installed on the end faces of the cylinder
heads. They operate in accordance with the counterflow principle
and cool the charge air by up to 80°C.
Electric Coolant Pump

The coolant circuit for charge air coolant is operated with a 50 W
pump. This pump does not run automatically when the engine is
turned on.
Pump actuation depends on the following values:
• Outside temperature
• Difference between charge air temperature and
outside temperature
Venting
A separate venting routine is provided for the purpose of venting
the low-temperature circuit of the charge air cooling system.
This venting is initiated in the same way as for the cooling circuit on
6-cylinder engines.
The venting test module can be found in the “Service Functions”
section of the diagnostic program.
N63 Engine Workbook
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N63 Engine Workbook
1. What type of pump is used for the high pressure fuel pump?
A. Vane pump B. Piston pump
C. Gear pump D. None of the above
2. When the N63 is at a low engine speed under high load,

the fuel pressure is about:
A. 150 bar B. 200 bar
C. 225 bar D. 245 bar
3. The diverter valves for “blow off” control are:

A. Vacuum actuated B. Mechanically actuated
C. Electrically actuated D. None of the above
4. The boost pressure of the N63 engine, under full load, is:
A. 0.6 bar B. 0.8 bar
C. 0.9 bar D. 1.1 bar
5. The pre-catalyst O2 sensors are:

A. LSF 4.2 B. LSU ADV
C. LSU4.9 D. LSH25
6. The new “pre-catalyst” O2 sensors are ready for operation:

A. in 60 seconds B. in less than 2 minutes
C. in 30 seconds D. in less than 5 seconds
7. The new engine management system for the N63 is designated”

A. MSV70 B. MSD85
C. MSD80 D. MSVN63
8. The new N63 engine uses ______________ technology for the HPI system.
A. Wall guided B. Spray guided
C. Lean running D. Stratified
9. In order to heat the catalytic converters, the HPI injection system will inject additional fuel:
A. 25 degrees ATDC B. 30 degrees BTDC
C. 150 degrees BTDC D. 5 degrees BTDC
10. When servicing the fuel system on the N63 engine,

the fuel lines must not be opened until the coolant temperature is:
A. Below 200 degrees C B. Below 100 degrees C
C. Below 104 degrees F D. Below 72 degrees F
N63 Engine Workbook
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N63 Engine Workbook
NOTES
PAGE

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Table of Contents

N63 Engine Workbook

N63 Engine Mechanical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

Initial Print Date: 04/08 Revision Date:

MSD85 Engine Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54

Air Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58

Performance Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74

Model: All with N63 Engine

Production: From Start of Production (2008)

After completion of this module you will be able to:

• Understand engine changes on the N63 as compared to the N62TU

• Understand basic engine assembly and disassembly procedures.

• Understand basic engine service issues

In comparison, the N62TU has a displacement of 4.8 liters,

N63 Engine Workbook

Engine Output Chart

260 6 8-cylinder engine

Displacement (cm3) 4799 4395

Firing order 1-5-4-8-6-3-7-2 1-5-4-8-6-3-7-2

Stroke mm 88.3 88.3

Power output @ rpm hp @ rpm 360 @ 6300 400 @ 5500 to 6400

Torque @ rpm Nm @ rpm 490 @ 3400 600 @ 1750 - 4500

Maximum engine speed rpm 6500 6500

Power output per liter kw (hp) 56.26 (75) 68.26 (90)

Compression ratio 10.5 : 1 10.0 : 1

Intake valve mm 35.0 33.0

Exhaust valve mm 29.0 29.0

Main bearing journal diameter mm 70 65

Connecting rod journal diameter mm 54 54

Fuel specification (Octane) (RON) 98 98

Engine management ME 9.2.2 MSD85

Emission standard ULEV II ULEV II

N63 Engine Workbook

Overview of Engine Changes

carried over from N54

Engine casing components include the cylinder head, cylin-

Crankshaft drive system includes the crankshaft which has

The N63 engine uses VANOS, which is carried over from

Timing gear X A new tooth-roller chain is used in the timing gear.

A volumetrically controlled oil pump is used for the N63

Due to the arrangement if the turbochargers in the “v-space”

A bi-turbocharging system has been carried over from the

A two-stage vacuum pump similar to that used on the

The engine management system features a new ECM and

N63 Engine Workbook

N63 Engine Mechanical

N63 Engine Workbook

Cylinder Head Covers

Cyclone separators are contained within the cylinder head covers

N63 Engine Workbook

The illustration shows the different components of the camshafts.

Index Explanation Index Explanation

N63 Engine Workbook

Functional principle of volumetric flow-controlled oil pump

Crankcase Ventilation System Index Explanation Index Explanation

Crankcase breather, naturally-aspirated engine operation

naturally aspirated operation via an external line from the cylinder B

N63 Engine Workbook

Note: If the exhaust system produces blue smoke, it is

Turning torsional vibration damper

N63 Engine Workbook

Classroom Exercise - Review Questions

3. The engine identification plate is located: